MaxSpool power to 6000 RPM's Congratulation John Weatherby

Status
Not open for further replies.
Talking to Chris now. The other truck I was referring to would only show 180psi on compression test with the same cam I'm running. With Hamilton it's maxing the 400psi gauge out.
 
We ran the 32cm housing because of the rpms the motor was trying to carry Been talking to Chris for a hour about it and he's gonna send me a 27 so ill have it to try since this will be the first hook with the new cam. Going to run the 32 Friday night in direct. If it pulls it great if not ill run lo gear just to get the hook and compare it to the way it ran with the old cam. Then we will try the 27 to hopefully get it to run direct. Thanks again Chris for letting me bug you on a Sunday aftrrnoon
 
COMP461 said:
this cam is becoming popular
Click to expand...

nwpadmax said:
I am surely not an expert in cams but it would seem to me that high amounts of overlap probably aren't the best for a limited air situation.

School me otherwise
Click to expand...

smoke machine said:
The other truck I was referring to would only show 180psi on compression test with the same cam I'm running. With Hamilton it's maxing the 400psi gauge out.
Click to expand...




:hehe:I can't imagine the multitudes of broken furniture being broke.
 
I would take static compression and throw it out the window. The point of overlap is to work at rpm, not at idle.
 
funny the cam has zero overlap, infact it has negitive -3 and a stock cam makes even more cylinder pressure .

why would any thinking person put any overlap in a turbocharged engine, with both valves open at the same time and pressure in the exhaust track ,with the piston going down, your just going to fill the chamber with spent gasses .
 
Last edited:
Got a screenshot of the log at 6,000? I have a truck here that turns 4700 sounds higher then that?.... Please tell me the power it's making at 6,000?? We have some if the best engine builders out here and can designs and still lack air!!!! At 4200-4500.
 
I heard about this 6,000rpm crap last year... I seem the dyno graph funny how it didn't make power untill 5300... Must be a pretty sweet dyno machine!!! Lulzzzzzzz
 
I saw the truck making 150 psi compression, all they did was change the cam and now it makes 400 plus
 
cylinder pressure cranking mean absoluly nothing. The cams I do are very advanced and give you the ability to dial them in on advanced engine programs. Dan tunes for all of us , and he was very satified with what we have acomplished with these wide lobe seperation / Zero over lap cams . He keep asking for even later and later intake closure events. it you need to more the power band down then advance the cam and you will close the intake event sooner and raise the cranking pressure 20 psi per degree.

I think what you have gone to, closes the exhaust to late , and opening the intake to soon and has 20 degrees of over lap at .050

think about this , why would you ever want both valves open at the same time , there is no scavange when there is more pressure in the exhaust track then the intake.


but everyone chases trick on the week. and to proclaim this better before you have even run one down the track sure seems like funny.
 
Last edited:
I can see nowhere in this thread where anyone proclaimed anything as better before running it down the track. I know you have issues with spelling, I've learned to deal with it, but can you not comprehend either?
 
what happens when intake air pressure is greater than or equal to exhaust pressure? seems to me you would want overlap at that point
 
COMP461 said:
cylinder pressure cranking mean absoluly nothing. The cams I do are very advanced and give you the ability to dial them in on advanced engine programs. Dan tunes for all of us , and he was very satified with what we have acomplished with these wide lobe seperation / Zero over lap cams . He keep asking for even later and later intake closure events. it you need to more the power band down then advance the cam and you will close the intake event sooner and raise the cranking pressure 20 psi per degree.

I think what you have gone to, closes the exhaust to late , and opening the intake to soon and has 20 degrees of over lap at .050

think about this , why would you ever want both valves open at the same time , there is no scavange when there is more pressure in the exhaust track then the intake.


but everyone chases trick on the week. and to proclaim this better before you have even run one down the track sure seems like funny.
Click to expand...

Can someone translate this for me?

Greg, you have Attention Deficit Disorder? I thought you were a grown man?:nail:
 
94 12valve said:
what happens when intake air pressure is greater than or equal to exhaust pressure? seems to me you would want overlap at that point
Click to expand...


I have been working on cam programs for high end engine development for many years, and this cams are modeled on advanced wave action software, and thru a significant amount of dyno testing as well as at the track. The Cam lobes themselves are very advanced, and I’ve spent time and money on the spin tron to get them as smooth as possible while still being aggressive.
For the last years these cam have been preforming well, and there are still many that would love to get these grinds. The exhaust housing I feels as well as other in the field are too loose.

If you need more bottom end , then dial the cam in for the best power, I have given a 10 to 12 degree range when this cam can run, but it needs to be dialed in to each combination

. Advance the cam and shut the intake valve earlier and you will raise cranking compression.
Me and Dan have gone thru several cam variation on these profiles, each time I was told that they were preforming well and they wanted more RPM so I continued to add additional event timing at the end of the intake event, keeping the valve open longer and longer.. This allows the air transfer in to the cylinder at higher RPM .
 
Personally ive never been a fan of wide LSAs on sled pulling engines. But I've always been more interested in set timing ppump engines . Things change when you have variable injection timing. I think the cam in that engine is probably a pretty decent cam really. Not patting Greg on the back by any means. I do have a couple questions.

What size compressor/turbine are you running? I know 2.6 but a little more details would be nice. Not sure what ED sells nowadays.
Also, what boost pressure and drive pressure are you seeing when the engine is loaded hard towards the end of the track?
Egt average on your logs?

Ive always thought a big LSA on a CR engine, on high compression, and low timing would make more power. Take away the compression where a big lsa cam shines, and you'll have issues.

i'd leave the cam and try a smaller housing if it were me. but its hard to say without more information.
 
Status
Not open for further replies.
Back
Top